Operation of automatic valves of elevators.



No. 777,636. PATENTED DEC. 13, 1904.

K. E. O. JANSSON. OPERATION OF AUTOMATIC VALVES 0F ELEVATORS.

APPLICATION FILED APR. 19 1904.

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No. 777,636. PATENTED DBO. 1.8, 1904. K. E. O. JANSSON.

OPERATION OF AUTOMATIC VALVES OF ELEVATORS.

APPLICATION FILED APR.19.1904.

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I i INVEN'T'QR. a f/ZWVZMM [la 5 No. 777,636. PATENTED DEC. 13, 1904.

K. E. O. JANSSON. OPERATION OF AUTOMATIC VALVES OF ELEVATORS.

APPLICATION FILED APR.19. L904.

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No. 777,686. PATENTED DEC. 13, 1904.

K. E. 0. JANSSON. OPERATION OF AUTOMATIC VALVES 0P ELEVATORS.

APPLICATION FILED APR. 19. 1904.

N0 MODEL. 5 SHBETSw-SHEET 4.

PATENTED DEC, 13, 1904.

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OPERATION 0]? AUTOMATIC VALVES OF ELEVATORS.

APPLICATION FILED APR. 1.9, 1904.

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WITNESSES:

QJJT/JWW ATTORNEY UNITE STATES Patented December 13, 1904.

PATENT OFFICE.

KARL E. OSSIAN JANSSON, OF \VORCESTER, lvlASSAOHUSE'lTs, ASSIGNOR TO PLUNGER ELEVATOR COMPANY, OF \VOROESTER, MASSACHU- SETTS, A CORPORATION OF MASSACHUSEITTS.

OPERATION OF AUTOMATIC VALVES OF ELEVATORS.

SPECIFICATION forming part of Letters Patent N 0. 777,636, dated December 13, 1904.

Application filed April 19, 1904. Serial No. 203,918. (No model.)

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Be it known that I, KARL E. OSSIAN J ANS- SON, a citizen of the United States, and a resident of the city of Worcester, county of Worcester, and State of Massachusetts, have invented certain new and useful Improvements in the Operation of Automatic Valves of Elevators, of which the following is aspeciiication.

My invention relates to the operation of an automatic valve or stop motion device or mechanism for an elevator-car, which when operated may stop the elevator-car at predetermined pointsfor example, at the ends of its travel.

My invention is applicable to any form of elevator or other moving body which it desired to stop automatically at predetermined points in its travel, and my invention may be arranged to operate any i'orm of stop device or mechanismfor example, hydraulic or steam,- valves, electric switches, belt-shifters, etc.

In the drawings I have illustrated my invention as being applied to a hydraulic elevator ot' the directplunger type. In elevators of this kind it is the usual practice to have one or more stop-valves automatically operated at the ends of the run of the elevator-car to stop the elevator-car independently of any manipulation on the part of the operator. This valve or valves controls the discharge and supply from the cylinder and is entirely independent of the main or operating valve. As there are no slow-moving parts on an elevator of this type to which a valve can be connected, it is more di'tlicult to operate the automatic valves gradually, so as to etliect a gentle stopping of the car, than it is with some other well-known types of clevators. My invention relates to an arrangement of parts for etlectingagradual but positive operation or movement of these automatic stop devices. I will describe an arrangement of the parts for effecting the gradual but positive movement or operation of these automatic stop devices, together with modifications thereof, each embodying my invention, and then point out the novel features in claims.

In the accompanying drawings, Figure l is an elevation of a direct-plunger hydraulic elevator having my invention applied thereto. Fig. 2 is an elevation of a direct-plunger hydraulic elevator, showing the elevator-car at the lowest point of its travel. Fig. 3 is an elevation ot a direct-plunger l'iydraulic elevator with the elevator-car located midway between its highest and lowest points of travel. Fig. 4 is an elevation of a directplunger hydraulic elevator at the highest point 01" its travel. Figs. 5 and 6 are each elevations of a direct-plunger hydraulic elevator at the lowest point of its travel and showing a modification of my invention. Fig.

7 is a view similar to Figs. 5 and 6, showing another modification. liigs. Sand 9 are respectively front and side elevations of a portion of a device shown in Fig. 7, but drawn to a larger scale. Fig. 10 is adetail and vertical sectional view of an automatic stop-valve which may be embodied in my invention. Fig. 11 is a view similar to Fig. 7 and showing another modification.

Similar characters of reference designate corresponding parts in all of the ligures.

Referring now to the drawings, and particularly to Figs. 1 to 4, 10 designates an elevatorcar, which may be of any construction. It is here shown as being suitably secured to the top of a plunger 11. 14designates a cylinder 30 in which the plunger 11 runs. 12 designates a form oil control mechanism well known in the art, which is connected by means of ropes and levers to a main valve 30. The main valve 30, withits piston,u pon being operated controls 5 the supplyqiipe 31 and the discharge-pipe 32, so that the car maybe started, stopped, or reversed. This is a well-known form of valve mechanism, and as it forms no part of my invention it will not be specifically described 9 herein. If desired, a counterweight may be employed for the car and it may be connected to the car by means of a rope or. cable which passes up to the top of the hatchway in which the car runs and thence over suitable pulleys. Any form of counterweight may be employed and guides may be employed for the counterweight. designates a stop-valve. As here shown, the valve is located in an elbow 41, which is provided between the main valve 30 and the cylinder 14. The valve 40 is preferably in the form of a check-valve, and it is so arranged in the elbow 41 as to be rotated or oscillated in reverse directions to alternately control the two ports of the elbow.. It is, in effect, double-actingthat is, it controls two ports in two directions. The valve 40 being a check-valve will permit of water flowing past it in one direction, but will prevent water flowingpast it in the opposite direction. The stop-valve 40 is actuated in'the present instance by being rotated or oscillated in reverse directions by means of a rope or ropes or cables connected to run with the elevator-car. The rope or ropes do not directly actuate the sto pvalve 40, but instead move or cause to operate a mechanism or device, whichin turn actuates the stop-valve. The actuation of the mechanism or device is obtained by a deflection of the rope or ropes. The deflection of the rope or ropes, as herein shown, is obtained by suitable means located at or near the points where it is desired to automatically stop the elevatorcaras, for example, at or near the ends of the run of the elevator-car. These means are stationary and are independent of the rope or ropes and the mechanism or device for actuating the stop valve or mechanism.

The mechanism actuated by the running ropes or cables (shown in Figs. 1 to 6) comprises a lever 42, pivoted intermediate its ends in a bracket or frame 43, which is secured in the bottom of the hatchway, and pulleys 44, 45, and 46. The pulleys 44 and 45 are suitably journaled on the ends of the lever 42 and the pulley 46 is preferably fixedly mounted on the pivot of the lever 42, so that when the lever 42 is tilted or rocked on its pivot the pulley 46 will be rotated or oscillated. A rope 47 passes around the pulley 46 and around a pulley 48, fixed on the pivot 49 of the stopvalve 40. The tilting or rocking of the lever 42 is shown in Figs. 1 to 6, inclusive, as being obtained from two running ropes or cables 5O 51. The rope or cable 50 is shown as being secured at one of its ends to the bottom of the elevator-car and at its other end to the top of the elevator-car. These two points of connection are respectively designated A and B. Intermediate its ends the rope 50 passes around the pulleys 45, 52, and 54. The rope or cable 51 is shown as being secured at one of its ends to the bottom of the elevator-car and at its other end to the top of the elevator-car. As shown, the ends of the rope or cable 51.are secured to the car at the same points as the ends of the rope or cable 50, though this is not necessary. Intermediate its ends the rope 51 passes around the pulleys 57, 44, and 58. The pulleys 52 and 58 are shown as being journaled on a frame 53, provided at the top of the hatchway, which frame is movable in guides 59. A rope or cable is secured at one of its ends to the frame 53 and is provided at its other end with a weight 61. Intermediate its ends it passes over a pulley 62, suitably journaled at the top of the hatchway. The sliding frame, rope or cable, and the weight serve as a take-up mechanism. Any other mechanism accomplishing the same purpose may be employed. The pulley 54 is journaled on a fixed support 55, provided at or near the top of the hatchway, and the pulley 57 is journaled on a fixed support 56, provided at or near the bottom or lower portion of the hatchway. The pulleys 54 and 57 constitute means for deflecting the ropes or cables 50 51, and when running with the elevator-car the angle of deflection of the ropes or cables is varied or changed. The rope 50 did it not pass around the pulley 54 would extend from the pulley 52 to the point B in the shortest line, and the rope 51 did it not pass around the pulley 57 would extend from the-pulley 44 to the point A in the shortest line. In other words, the pulleys 54 and 57 form angles in the ropes and make their respective ropes follow two sides of a triangle, of which the third is the shortest distance from the pulleys 52 and 44 to the points B and A. hen the angle of deflection increases, it will cause the loop of the rope to rise, and this will cause a tilting or rocking of the lever. Conversely, when the angle of deflection is decreased the loop of the rope will fall, and should a weight or other means be acting on the lever it will cause a tilting or rocking of the lever. It will be seen from Figs. 2 and 4 that the angle of deflection of the ropes 5O 51 by their pulleys 54 and 47 is greatest at the ends of the run. The deflecting means are preferably so arranged that one of said means acts to cause the greatest angle of deflection of its rope at one end of ,he elevator-cars run, and the other means acts to cause the greatest angle of deflection of its rope at the other end of the elevatorcars run. Also while one means is producing the greatest angle of deflection of its rope the other means is producing the least angle of deflection of its rope. Therefore when either rope is deflected to its greatest extent the lever 42 will be rocked or tilted in either direction to its greatest extent to move the stop-valve to either of its operative positions. For example, (see Fig. 2,) the rope 51 is deflected to its greatest angle and the rope 50 is deflected to its least angle when the elevator-car is at the end of its run to the bottom of the hatchway, and consequently the valve 40 is operated through the lever 42 to such position as to completely shut off the escape of liquid from the cylinder, and (see Fig. 4) the rope 50 is deflected to its greatest angle and the rope 51 is deflected to its least angle when the elevator-car is at the end of its run to the top of the l'iatchway, and consequently the valve 40 is operated through the lever 42 to such position as to completely shut off the supply of liquid to the cylinder. The rocking or tilting of the lever 42 is gradual, but increases as the car nears the end of the run. Assuming the car to be at the bottom of the hatchway, (see Figs. 1 and 2,) the control mechanism 12 is operated to admit liquid from the supply and past the check-valve 40 to the cylinder let. The elevator-car begins to rise, and. in doing so the angle of deflection in the rope or cable 51 is gradually decreased, while the angle of deflection of the rope 50 is gradually increased. At about the middle point of its travel of the elevator-car the angle of deflection in each rope 5O 51 is about equal, the lever 42 is in its horizontal position, and the valve 40 completely open to permit of a free passage of the liquid from the supply to the cylinder. As the elevatoncar continues its upward travel the angle of deflection of the rope 5O gradually increases, but with increasing rapidity, until the elevator-car comes to rest. This gradual increase of deflection of the rope is communicated to the valve 4:0 through the lever 42, so that at first it will close slowly, but with an increasing rapidity as the car nears the end of its run,thereby gradually and gently, but positively, bringing the ear to rest.

Referring now to Figs. 5 and 6, instead of securing the end of the ropes 5O 51 to the elevator-car at points in different vertical planes they are secured to points C D on the elevatorcar in thesame or substantially the same vertical plane. For example, the ends of the ropes or cables are secured to the frame 65, provided for the cage of the elevator-car. In Fig. 5 the arrangement of the several pulleys at the top of the hatehway is shown as being to the right of the vertical center line of the plane of travel of the elevator-car, while in Fig. 6 the several pulleys are shown as being to the left of the vertical center line of travel. The principle involved in this form of the invention is the same in both figures, both ligures being shown to illustrate the different positions and the difierent arrangements of the ropes 50 and 51.

Referring to Figs. 7, 8, and 9, but one rope or cable 7 O is used. One end of the rope is secured to the bottom of the elevator-car and the other end thereof is secured to the top of the elevator-car either in the same or in different planes. Intermediate the ends of the rope it passes about a pulley 7 3 over pulleys 71 and 72, journaled on fixed supports about a pulley 74, journaled on one end of lever 75, and over pulley 76, journaled on a fixed sup port. The lever 75 is here shown as being fulcrumed at a point between its end and provided on the end opposite the pulley with a weight 77. The lever and weight act as a take-up mechanism for the rope or cable 77. 9O designates a rope or cable which attached at one end to the bottom of the hatchway and at the other end to the lever 75 at a point opposite to that of the weight 77. The purpose of this rope or cable is to compensate for changes in the length of the rope 7 0, due to atmospheric changes. The pulleys 71 and 76 serve as means to deflect the rope during the travel of the elevator-car. The journal of the pulley 73 extends into a slot of a lever 78, which is connected, preferably, with the pivot &9 of the stop-valve 4:0, the pivot 19 being, in effect, a pivot for the lever. Projecting downwardly from the journal of the pulleyis a rod 80, carrying a weight 81, which is lighter than the weight 7 7. Secured to the ct sing of the valve 40 is a frame 82, which comprises a substantially semicircular guiding surface 83, with which a roller 84:, carried by the rod 80, coacts, and a transversely-extending bar or rod 85, which prevents movement of the rod. 80 transversely of the rod it will be seen from Fig. 7 that when the car is at the bottom of the shaft the pulley 73 will deflect the rope 70 to such an angle as to have the loop of the rope draw the pulley 73 to one end of the slot of the lever '78 and the lever and. weight 81 upward, thereby rocking the lever to actuate the valve 40. hen the bar as cends, the angle of deflection decreases to lower the loop in the rope, and the pulley 73 under the influence of the weight 81 moves the lever to a horizontal position, (see Fig. 8,) and thereby actuates the valve to completely open it. The horizontal position of the lever 76 is obtained when the elevator-car is midway of its run, and at that time the roller S t will be at about the middle point of the semicircular guiding-surface. As the elevatorcar continues up\vardthe pulley 76 gradually increases the angle of deflection of the rope, and thereby passes or lifts the loop, and with it the pulley 73, which will then travel to the other end of the slot in the lever 7 8, until at the end of the run of the car the pulley and lever are in the position shown in dotted lines in Fig. 7. The pulley '73 as it rotates in one direction or the other runs along upon the upper surface of the slot 7 8. A weight 81 is hung from the shaft of the pulley 73 by means of the bracket 80. This bracket carries a .roller 84. As the pulley 7 3 moves to one side or the other from the middle point of its run the roller 84 engages the guiding-surface The valve ,20 in this form of the invention, as in the other, is gradually actuated as the 'ar reaches the end of its run, and this actuation increases rapidly as the car approaches the ends of its run and comes to rest.

Referring now to Fig. 11, the same arrangement of parts is shown as in Fig. 7, the exceptions being that the lever 73 is independently pivoted at and it is connected by a rod 101 with an arm 102, connected with the stop-valve. The operation of the valve occurs in substantially the same way as described in connection with Fig. 7.

It will be observed in all the forms of my invention I employ at least one rope or cable which is connected to run with the elevatorcar and means provided at or near the desired points at which the elevator-car is to be automatically stopped for producing a deflection of the rope to actuate the stop-valve, and the said means are independent of the rope or cable and the mechanism for actuating the stop valve or device.

I do not herein broadly claim a rope or cable connected to run with the elevator-car which upon its deflection operates a stop valve or device, inasmuch as I have broadly claimed my generic invention in my application for patent filed November 14:, 1902, Serial No. 131,414. The invention herein set forth and its illustration in the drawings constitutes one or more species of the generic invention claimed in said application.

What I claim as my invention is 1. In combination with an elevator-car and a stop mechanism therefor, of a rope connected to run with the elevator-car and stationary means for causing a deflection of said rope to actuate said stop mechanism.

2. In combination with an elevator-car and a stop mechanism therefor, of a rope connected to run with the elevator-car and stationary means unattached to the rope for causing a gradual deflection of said rope to gradually actuate said stop mechanism.

3. In combination with an elevator-car and a stop mechanism therefor, of a rope connected to run with the car and means located at or near both ends of the run of the elevatorcar for causing a gradual deflection of said rope as the elevator-car approaches the end of its run.

4. In combination with an elevator-car and a stop mechanism therefor, of a rope connected to run with the car and stationary means located at or near both ends of the run of the elevator-car for causing a deflection of the rope as the elevator-car approaches the end of its run.

5. In combination with a hydraulic elevatorcar and a stop mechanism therefor, of a rope connected to travel with the car, a take-up mechanism for-said rope and means not attached to the rope for causing a deflection of the same to actuate the stop mechanism.

6. In combination with an elevator-car and a stop mechanism therefor, of flexible means connected to travel with the car, a take-up mechanism for said flexible means and a compensating mechanism for said take-up mechanism and means for causing a deflection of said flexible means to actuate said stop mecl anism.

7. In combination with an elevator-car and a stop mechanism therefor, of means for actuating said stop mechanism, a pair of running ropes for actuating said means, and means for causing a deflection of one or the other of said ropes as the car approaches the end of its run.

8. In combination with an elevator-car and a stop mechanism therefor, of means'for actuating said stop mechanism, a pair of ropes connected to run with the elevator-car for actuating said means, and means for causing a deflection of one or the other of said ropes as the car approaches the end of its run.

9. In combination with an elevator-car and a'stop mechanism therefor, of a pair of ropes connected to travel with the car and means for causing a deflection of each of said ropes to actuate said stop mechanism.

10. In combination with an elevator-car and a stop mechanism therefor, of a pair of ropes connected to travel with the car, means for causing a deflection of each of said ropes, a lever connected to said ropes and to the stop mechanism for .operatingthe same.

11. In combination with an elevator-car and a stop mechanism therefor, of a pair of ropes connected to travel with the car, a take-up mechanism for said ropes, and means for causing a deflection of said ropes to actuate said stop mechanism.

12. In combination with an elevator-car and a stop mechanism therefor, of means for actuating said stop mechanism comprising a tilting lever, a pair of running ropes adapted to tilt said lever and means for causing a deflection of said ropes as the car approaches the ends of its travel.

13. In combination with a hydraulic elevator, a check-valve for stopping the elevatorcar at the end of its run, means for actuating said'valve and two ropes connected to run with the elevator-car and adapted upon the deflection of each of them to actuate said means.

1a. In combination with a hydraulic elevator, a check-valve for stopping the elevatorcar at each end of its run, means for actuating said check-valve at each end of the run of the elevator, and two ropes connected to run with the elevator-car and adapted upon their deflection to actuate said means.

15. In combination with a hydraulic elevator, a double-acting check-valve for stopping the elevator-car at each end of its run, means for actuating said check-valve, and a flexible means connected to run with said car and adapted upon deflection to operate said means.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

KARL E. OSSIAN J ANSSON.

WVitnesses:

ARTHUR F. STEPHENSON, F. E. HOLMES.

IIO 

